Swing-link trunnion truss mount

ABSTRACT

A truss connected to a structure via a fixed rod end attachment and at least one swing-link attachment. A first beam of the truss is connected to a frame member of the structure via a fixed rod end attachment, which locates the truss relative to the frame of the structure. Remaining beams of the truss to be connected to the frame of the structure are attached via swing-link attachments, which can pivot relative to the beam of the truss and the frame of the structure to allow relative movement between the beam and frame. The relative movement allows the structure to flex without imparting additional loads in the truss or the frame of the structure.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a U.S. non-provisional patent application that is adivisional of co-pending U.S. non-provisional patent application Ser.No. 15/616,738 filed Jun. 7, 2017. The aforementioned related patentapplication is incorporated herein by reference in its entirety.

BACKGROUND

Truss structures can be used in vehicles, such as aircraft, boats,trucks, and buses to support loads or structures in a vehicle. Invarious instances, members of a truss structure are connected tostructural members of the vehicle such that the truss structure couldimpart loads into the structure of a vehicle. For example, an airframeof an aircraft may be designed to flex when it encounters turbulence.However, a truss that is connected to the airframe could resist suchflexing.

SUMMARY

According to one aspect, a truss for a structure comprises a firstmember and a second member oriented along a direction of a longitudinalaxis. The first member is spaced apart from the second member in a firstlateral direction relative to the longitudinal axis. The truss alsocomprises a first beam attached to the first member and the secondmember at a first longitudinal position along the longitudinal axis andoriented along the first lateral direction relative to the longitudinalaxis. The first beam includes a first end extending past the firstmember in the first lateral direction and away from the second member.The truss also comprises a second beam attached to the first member andthe second member at a second longitudinal position along thelongitudinal axis and oriented along the first lateral directionrelative to the longitudinal axis. The second beam includes a second endextending past the first member in the first lateral direction away fromthe second member. The truss also comprises a first fixed rod endattachment rigidly connected to the first end of the first beam, whereinthe first fixed rod end attachment is configured for attachment to afirst frame member of the structure. The truss also comprises a firstswing-link attachment pivotably connected to the second end of thesecond beam. The first swing-link attachment is configured forattachment to a second frame member of the structure and allows relativemovement between the second end of the second beam and the second framemember in the direction of the longitudinal axis.

According to one aspect, an aircraft comprises a fuselage that comprisesa first frame member and a second frame member. The first and secondframe member are spaced apart along a longitudinal axis. The aircraftalso comprises a truss disposed in the fuselage. The truss comprises afirst member and a second member oriented along a direction of thelongitudinal axis. The first member is spaced apart from the secondmember in a first lateral direction relative to the longitudinal axis.The truss also comprises a first beam attached to the first member andthe second member at a first longitudinal position along thelongitudinal axis and oriented along the first lateral directionrelative to the longitudinal axis. The first beam includes a first endextending past the first member in the first lateral direction away fromthe second member. The truss also comprises a second beam attached tothe first member and the second member at a second longitudinal positionalong the longitudinal axis and oriented along the first lateraldirection. The second beam includes a second end extending past thefirst member in the first lateral direction away from the second member.The truss also comprises a first fixed rod end attachment rigidlyconnected to the first end of the first beam, wherein the first fixedrod end attachment is attached to the first frame member of thefuselage. The truss also comprises a first swing-link attachmentpivotably connected to the second end of the second beam. The firstswing-link attachment is attached to the second frame member of thefuselage and allows relative movement between the second end of thesecond beam and the second frame member in the direction of thelongitudinal axis.

According to one aspect, a method comprises providing an aircraftfuselage that comprises a first frame member and a second frame member,wherein the first and second frame member are spaced apart along alongitudinal axis, and wherein the aircraft fuselage includes an openend. The method further comprises transporting a truss into the fuselagethrough the open end of the fuselage. The truss comprises a first memberand a second member oriented along the longitudinal axis. The firstmember is spaced apart from the second member in a first lateraldirection relative to the longitudinal axis. The truss further comprisesa first beam attached to the first member and the second member at afirst longitudinal position along the longitudinal axis and orientedalong the first lateral direction relative to the longitudinaldirection. The first beam includes a first end extending past the firstmember in the first lateral direction away from the second member. Thetruss further comprises a second beam attached to the first member andthe second member at a second longitudinal position along thelongitudinal axis and oriented along the first lateral direction. Thesecond beam includes a second end extending past the first member in thefirst lateral direction away from the second member. The truss furthercomprises aircraft systems equipment coupled to at least one of thefirst member, the second member, the first beam, and the second beam,wherein the aircraft systems equipment comprises at least one of ducts,wiring bundles, and equipment boxes. The method further comprisesrigidly connecting the first end of the first beam to the first framemember with a first fixed rod end. The method further comprisespivotably connecting the second end of the second beam to the secondframe member of the fuselage with a first swing-link attachment, whereinthe first swing-link attachment allows relative movement between thesecond end of the second beam and the second frame member in thedirection of the longitudinal axis.

BRIEF DESCRIPTION OF ILLUSTRATIONS

FIG. 1A is an end view of structural elements of a commercial aircraft,wherein two truss structures are attached to frame members of theaircraft via swing-link attachments;

FIG. 1B is a detail end view of the two truss structures of FIG. 1A;

FIG. 2A is an outward-facing perspective view of the truss structure ofFIG. 1A attached to frame members of the aircraft;

FIG. 2B is an inward-facing perspective view of the truss structure ofFIG. 1A attached to frame members of the aircraft;

FIG. 3A is an end view of a portion of a frame member of the aircraft,wherein a swing-link attachment is coupled to a mounting plate attachedto the frame member;

FIG. 3B is a detail end view of the swing-link attachment and mountingplate of FIG. 3A, wherein the swing-link attachment is connected to atruss member of the truss of FIG. 1A;

FIG. 3C is a detail side view of the swing-link attachment and mountingplate of FIG. 3A, wherein the swing-link attachment is connected to atruss member of the truss of FIG. 1A;

FIG. 3D is a detail perspective view of the swing-link attachment andmounting plate of FIG. 3A, wherein the swing-link attachment isconnected to a truss member of the truss of FIG. 1A;

FIG. 3E is a detail perspective view of the swing-link attachment ofFIG. 3A coupled to a truss member of the truss of FIGS. 1A and 1B,wherein the swing-link attachment is connected to a truss member of thetruss of FIG. 1A;

FIG. 4A is an end view of the swing-link attachment of FIG. 3A;

FIG. 4B is a side view of the swing-link attachment of FIG. 3A;

FIG. 4C is a cross-sectional end view of the swing-link attachment ofFIG. 3A coupled to the mounting plate of FIG. 3A;

FIG. 4D is a cross-sectional end view of the swing-link attachment ofFIG. 3A coupled to the truss member of FIG. 3B;

FIG. 5A is a perspective view of a fixed rod end connected to a trussmember of the truss of FIG. 1A;

FIG. 5B is an exploded end view of the fixed rod end of FIG. 5A andfastener for coupling the fixed rod end to a mounting plate;

FIG. 6A is a schematic view of three truss members mounted to threerespective vehicle frame members via a fixed rod end and two swing-linkattachments;

FIG. 6B is a schematic view of three truss members mounted to threerespective vehicle frame members via a fixed rod end and two swing-linkattachments, wherein the two truss members mounted by swing-linkattachments are deflected relative to the respective vehicle framemembers; and

FIG. 7 is a flow chart illustrating a method, according to one aspect,for assembling a truss in an aircraft.

DETAILED DESCRIPTION

In the following, reference is made to aspects presented in thisdisclosure. However, the scope of the present disclosure is not limitedto specific described aspects. Instead, any combination of the followingfeatures and elements, whether related to different aspects or not, iscontemplated to implement and practice contemplated aspects.Furthermore, although aspects disclosed herein may achieve advantagesover other possible solutions or over the prior art, whether or not aparticular advantage is achieved by a given aspect is not limiting ofthe scope of the present disclosure. Thus, the following aspects,features, and advantages are merely illustrative and are not consideredelements or limitations of the appended claims except where explicitlyrecited in a claim(s). Likewise, reference to “the invention” or “thedisclosure” shall not be construed as a generalization of any inventivesubject matter disclosed herein and shall not be considered to be anelement or limitation of the appended claims except where explicitlyrecited in a claim(s).

As discussed above, members of a truss structure are connected tostructural members of the vehicle such that the truss structure couldimpart loads into the structure of a vehicle. For example, an airframeof an aircraft may be designed to flex when it encounters turbulence oras it maneuvers. As another example, the airframe of the aircraft mayexpand or contract as the outside temperature increases or decreases.However, a truss that is connected to the airframe could resist suchflexing, expansion, or contraction. In aspects described herein, atleast some of the members of the truss structure are connected tostructural members of the vehicle via swing-link attachments, whichallow relative movement between the members of the truss structure andthe structural members of the vehicle. The relative movement allows thevehicle structure to flex, expand, or contract as designed without thestructure of the truss imparting additional, unintended loads on thevehicle structure.

FIG. 1A is an end view of structural members of an aircraft 100. Thestructural members include circumferential frame members 102 that definean outer periphery of a fuselage of the aircraft 100, cabin floor framemembers 104 that define a passenger cabin floor of the aircraft 100, andcargo floor frame members 106 that define a cargo hold floor of theaircraft 100. The aircraft 100 includes two trusses 110 attached to thecircumferential frame members 102: a first truss 110 a and a secondtruss 110 b.

FIG. 1B is an end view of the trusses 110 a and 110 b in greater detail.The trusses 110 a and 110 b support several different aircraft systems.For example, in the illustrated aspect, wire harnesses 112, electricalequipment (EE) 114, environmental control system (ECS) ducts 116, andvarious other equipment (e.g., 118 and 120) is supported by the trusses.

FIGS. 2A and 2B are an outward-facing perspective view and aninward-facing perspective view, respectively, of one of the trusses 110.The truss 110 includes a first member 202 and a second member 204oriented along a longitudinal axis 250. The first member is spaced apartfrom the second member 204 in a first lateral direction 252 relative tothe longitudinal axis 250. In the illustrated aspect, the longitudinalaxis 250 is arranged in a horizontal plane and the first lateraldirection 252 is arranged vertically and orthogonal to the longitudinalaxis 250. The truss 110 also includes a first beam 208 attached to thefirst member 202 and the second member 204, and oriented along the firstlateral direction 252. The first beam 208 is positioned at a firstlongitudinal position along the longitudinal axis 250 that aligns with afirst frame member 102 d (e.g., a circumferential frame member) of theaircraft 100. The first beam 208 includes a first end 214 extending pastthe first member 202 in the first lateral direction 252 and away fromthe second member 204. In the illustrated aspect, the first end 214extends vertically above the first member 202.

The truss 110 also includes a second beam 210 a attached to the firstmember 202 and the second member 204, and oriented along the firstlateral direction 252. The second beam 210 a is positioned at a secondlongitudinal position along the longitudinal axis 250 that aligns with asecond frame member 102 c (e.g., a circumferential frame member) of theaircraft 100. The second beam 210 a includes a second end 216 aextending past the first member 202 in the first lateral direction 252and away from the second member 204. In the illustrated aspect, thesecond end 216 a extends vertically above the first member 202. In theillustrated aspect, the truss 110 includes a third beam 210 b and afourth beam 210 c that are also attached to the first member 202 and thesecond member 204, and oriented along the first lateral direction 252.The third beam 210 b and the fourth beam 210 c are positioned at thirdand fourth longitudinal positions, respectively, along the longitudinalaxis 250 that align with respective third and fourth frame members 102 band 102 a (e.g., circumferential frame members), respectively, of theaircraft 100. In various aspects, the truss 110 may have more or fewerbeams 210, depending on a length of the truss 110 in a direction alongthe longitudinal axis 250.

Optionally, the truss 110 includes supplemental beams 212 attached tothe first member 202 and the second member 204, oriented along the firstlateral direction 252, and positioned between adjacent ones of the firstbeam 208 and the second beam 210 a, the third beam 210 b, and the fourthbeam 210 c. For example, in the illustrated aspect, the truss 110includes a first supplemental beam 212 a that is positioned at alongitudinal position along the longitudinal axis 250 that is betweenthe first beam 208 and the second beam 210 a. The truss 110 alsoincludes a second supplemental beam 212 b that is positioned at alongitudinal position along the longitudinal axis 250 that is betweenthe second beam 210 a and the third beam 210 b. The truss 110 alsoincludes a third supplemental beam 212 c that is positioned at alongitudinal position along the longitudinal axis 250 that is betweenthe third beam 210 b and the third beam 210 c. The supplemental beams212 are not connected to circumferential frame members 102 of theaircraft 100. The supplemental beams 212 provide additional structuralsupport to the truss 110.

The first beam 208 of the truss 110 is connected to the first framemember 102 d with which it is aligned by a fixed rod end attachment 220a (discussed in greater detail below with reference to FIGS. 5A and 5B).The fixed rod end attachment 220 a allows the first beam 208 to pivotabout the fixed rod end attachment 220 a relative to the first framemember 102 d. However, the fixed rod end attachment 220 a does not allowthe first end 214 of the first beam 208 to translate relative to thefirst frame member 102 d. Allowing the first beam 208 to pivot relativeto the first frame member 102 d prevents the application of a momentforce from the truss 110 to the first frame member 102 d or vice versa.The second beam 210 a, third beam 210 b, and fourth beam 210 c areconnected to the frame members 102 c, 102 b, and 102 a, respectively, byfirst, second, and third swing-link attachments 222 a, 222 b, and 222 c(discussed in greater detail below with reference to FIGS. 3A-3E and4A-4D). The first, second, and third swing-link attachments 222 a, 222b, and 222 c allow the respective second beam 210 a, third beam 210 b,and fourth beam 210 c to pivot about the respective first, second, andthird swing-link attachments 222 a, 222 b, and 222 c relative to thefirst frame member 102 d in a plane defined by the longitudinal axis 250and the first lateral direction 252). The first, second, and thirdswing-link attachments 222 a, 222 b, and 222 c also allow the respectivesecond beam 210 a, third beam 210 b, and fourth beam 210 c to translaterelative to the circumferential frame members 102 in a direction alongthe longitudinal axis 250.

In at least one aspect, the truss 110 also includes a third member 240that is oriented along the longitudinal axis 250 and spaced apart fromthe second member 204 in a second lateral direction 254 relative to thelongitudinal axis 250. In the illustrated aspect, the second lateraldirection 254 is arranged horizontally and orthogonally relative to thelongitudinal axis 250 and the first lateral direction 252. The truss 110also includes a fifth beam 242 attached to the second member 204 and thethird member 240, and oriented along the second lateral direction 254.The fifth beam 242 is positioned at the first longitudinal positionalong the longitudinal axis 250 that aligns with the first frame member102 d of the aircraft 100. The fifth beam 242 includes a fifth end 260extending past the third member 240 in the second lateral direction 254and away from the second member 204. In the illustrated aspect, thefifth end 260 extends horizontally past the third member 240 toward thefirst frame member 102 d.

The truss 110 also includes a sixth beam 244 a attached to the secondmember 204 and the third member 240, and oriented along the secondlateral direction 254. The sixth beam 244 a is positioned at the secondlongitudinal position along the longitudinal axis 250 that aligns withthe second frame member 102 c of the aircraft 100. The sixth beam 244 aincludes a sixth end 262 a extending past the third member 240 in thesecond lateral direction 254 and away from the second member 204. In theillustrated aspect, the sixth end 262 a extends horizontally toward thesecond frame member 102 c. In the illustrated aspect, the truss 110 alsoincludes a seventh beam 244 b and an eighth beam 244 c that are alsoattached to the second member 204 and the third member 240, and orientedalong the second lateral direction 254. The seventh beam 244 b and theeighth beam 244 c are positioned at the third and fourth longitudinalpositions, respectively, along the longitudinal axis 250 that align withrespective third and fourth frame members 102 b and 102 a of theaircraft 100. In various aspects, the truss 110 may have more or fewerbeams 244, depending on a length of the truss 110 in a direction alongthe longitudinal axis 250.

The fifth beam 242 of the truss 110 is connected to the first framemember 102 d with which it is aligned by a fixed rod end attachment 220b (discussed in greater detail below with reference to FIGS. 5A and 5B).The fixed rod end attachment 220 b allows the fifth beam 242 to pivotabout the fixed rod end attachment 220 b relative to the first framemember 102 d. However, the fixed rod end attachment 220 b does not allowthe fifth end 260 of the fifth beam 242 to translate relative to thefirst frame member 102 d. Allowing the fifth beam 242 to pivot relativeto the first frame member 102 d prevents the application of a momentforce from the truss 110 to the first frame member 102 d or vice versa.The sixth beam 244 a, seventh beam 244 b, and eighth beam 244 c areconnected to the frame members 102 c, 102 b, and 102 a, respectively, byfourth, fifth, and sixth swing-link attachments 222 d, 222 e, and 222 f(discussed in greater detail below with reference to FIGS. 3A-3E and4A-4D). The fourth, fifth, and sixth swing-link attachments 222 d, 222e, and 222 f allow the respective sixth beam 244 a, seventh beam 244 b,and eighth beam 244 c to pivot about the respective fourth, fifth, andsixth swing-link attachments 222 d, 222 e, and 222 f relative to theframe members 102 c, 102 b, and 102 a in a plane defined by thelongitudinal axis 250 and the second lateral direction 254). The fourth,fifth, and sixth swing-link attachments 222 d, 222 e, and 222 f alsoallow the respective sixth beam 244 a, seventh beam 244 b, and eighthbeam 244 c to translate relative to the circumferential frame members102 in a direction along the longitudinal axis 250.

Optionally, the truss 110 includes supplemental beams 246 attached tothe second member 204 and the third member 240, oriented along thesecond lateral direction 254, and positioned between adjacent ones ofthe fifth beam 242 and the sixth, seventh, and eighth beams 244 a, 244b, and 244 c. For example, in the illustrated aspect, the truss 110includes a fourth supplemental beam 246 a that is positioned at the samelongitudinal position along the longitudinal axis 250 as the firstsupplemental beam 212 a, and that is between the fifth beam 242 and thesixth beam 244 a. The truss 110 also includes a fifth supplemental beam246 b that is positioned at the same longitudinal position along thelongitudinal axis 250 as the second supplemental beam 212 b, and that isbetween the sixth beam 244 a and the seventh beam 244 b. The truss 110also includes a sixth supplemental beam 246 c that is positioned at thelongitudinal position along the longitudinal axis 250 as the thirdsupplemental beam 212 c, and that is between the seventh beam 244 b andthe eighth beam 244 c. The supplemental beams 246 are not connected tocircumferential frame members 102 of the aircraft 100. The supplementalframe members 246 provide additional structural support to the truss110.

As illustrated in FIGS. 2A and 2B, in at least one aspect, the truss 110includes a fourth member 206 oriented along the longitudinal axis 250and spaced apart from the second member 204 in the first lateraldirection 252. In the illustrated aspect, the fourth member 206 isspaced below the second member 204. As illustrated in FIG. 1B, thefourth member 206 can support some of the systems attached to the truss110. For example, in FIG. 1B, the electrical equipment is at leastpartially supported by the fourth member 206. In aspects that includethe third member 206, the first beam 208, second beam 210 a, third beam210 b, fourth beam 210 c, and supplemental beams 212 extend below thesecond member 204 to support the third member 206.

As illustrated in FIGS. 2A and 2B, in at least one aspect, the truss 110includes one or more diagonal members connected to the first member 202and the second member 204 and/or to the second member 204 and the thirdmember 240. FIGS. 2A and 2B illustrate a first diagonal member 230 thathas a first end 232 connected to the first member 202 and a second end234 connected to the second member 204. The first diagonal member 230forms non-orthogonal and non-parallel angles with the first member 202and the second member 204. The first diagonal member 230 providesadditional structural support to the first member 202 and the secondmember 204, preventing relative motion there-between in the directionalong the longitudinal axis 250. FIGS. 2A and 2B also illustrate asecond diagonal member 270 that has a third end 272 connected to thesecond member 204 and a fourth end 274 connected to the third member240. The second diagonal member 270 forms non-orthogonal andnon-parallel angles with the second member 204 and the third member 240.The second diagonal member 270 provides additional structural support tothe second member 204 and the third member 240, preventing relativemotion there-between in the direction along the longitudinal axis 250.

Optionally, the truss 110 includes a strut 224 that connects the truss110 to additional frame members of the aircraft 100. In the aspectillustrated in FIGS. 2A and 2B, a first end 226 of the strut 224 isconnected to an end 205 of the second member 204 and a second end 228 ofthe strut 224 is connected to another frame member 108 (e.g., anintercostal frame member) of the aircraft 100. The another frame member108 is disposed between adjacent circumferential frame members 102 ofthe aircraft 100. For example, in the illustrated aspect in FIGS. 2A and2B, the another frame member 108 is connected to a fifth circumferentialframe member 102 e and may be connected to a sixth circumferential framemember. The strut 224 provides additional structural rigidity to thetruss 110 by resisting motion of the second member 204 relative to theaircraft 100 and the first member 202 of the truss 110 in the directionof the longitudinal axis 250. As shown in FIGS. 2A and 2B, in at leastone aspect, the strut 224 is arranged in a plane that is between a firstplane defined by the first member 202 and the second member 204 and asecond plane defined by the second member 204 and the third member 240.Stated differently, the strut 224 is oriented at non-orthogonal andnon-parallel angles relative to the first lateral direction 252 and thesecond lateral direction 254. As a result, the strut 224 resists motionof the second member 204 relative to the aircraft 100 in the directionof the second lateral direction 254.

FIGS. 3A-3E and 4A-4D illustrate a swing-link attachment 222, accordingto one aspect, coupled to a beam 210 or 244 to the circumferential framemembers 102. FIGS. 3A-3D illustrate one of vertical beams (e.g., beams210), but the illustration and explanation herein are also applicable tothe horizontal beams (e.g., beams 244). FIG. 3A illustrates a mountingplate 302 attached to a circumferential frame member 102 via fasteners304, such as rivets or bolts. Alternatively, the mounting plate could beattached to the circumferential frame member 102 via an adhesive or viawelding. The swing-link attachment 222 is coupled to the mounting plate302 and to the end 216 of the beam 210.

Referring primarily to the aspect illustrated in FIGS. 3B-3E, the beam210 comprises a hat beam 320. The hat beam 320 comprises a U-channelformed by a base 320 a and sides 320 b and 320 c extending from opposingedges of the base 320 a. The hat beam 320 includes outward-projectingflanges 320 d and 320 e extending from edges of the respective sides 320b and 320 c such that the cross-sectional profile of the hat beam 320looks like a top hat. The end 216 of the beam 210 includes a plate 322attached to the outward-projecting flanges 320 d and 320 e of the hatbeam 320 via fasteners 324 (e.g., bolts or rivets). The plate 322 andhat beam 320 form an enclosure that houses a swing link (402 in FIGS. 4Aand 4B) of the swing-link attachment 222. The swing link 402 includes abushing 412 that defines a hole 414 there-through. Referring primarilyto FIG. 4D, a fastener 350 (e.g., a bolt) passes through the plate 322,the hole 414 in the swing link 402, and the base 320 a of the hat beam320 to secure the swing link 402 in the enclosure at the end 216 of thebeam 210. Optionally, holes in the plate 322 and the base 320 a of thehat beam 320 may include additional bushings 416. Moreover, optionally,an additional bushing 415 may be disposed between a shank of thefastener 350 and the bushings 412 in the swing link 402 and the bushings416 in the holes of the plate 322 and the base 320 a of the hat beam320. Moreover, the swing link 402 can pivot relative to the beam 210about the fastener 350. The sides 320 b and 320 c of the hat beam 320include cut outs 326 to provide clearance for the swing link 420 topivot about the fastener 350 without contacting with the sides 320 b and320 c.

The swing-link attachment 222 also includes a rod end 404 attached tothe swing link 402. The rod end 404 includes a flat end 406 configuredto engage a clevis end 306 of the mounting plate 302. The clevis end 306includes clevis plates 308 arranged in a spaced apart manner, and theflat end 406 of the rod end 404 is sized to fit between the clevisplates 308. The flat end 406 of the rod end 404 includes a monoballbearing 408 that defines a hole 410 there-through. Referring primarilyto FIG. 4C, the rod end is secured between the clevis plates 308 by afastener 330 (e.g., a pin) that passes through holes in the clevisplates 308 and the hole 410 through the monoball bearing 408.Optionally, the holes in the clevis plate 308 include bushings 422 and424. The fastener 330 may be held in place by a cotter pin 331 or otherretention feature. The monoball bearing 408 allows the rod end 404 topivot about the fastener 330 relative to the mounting plate 302 (and thecircumferential frame member 102). Additionally, the monoball bearing408 enables the rod end 404 to pivot laterally (i.e., toward one clevisplate 308 or the other clevis plate 308 as shown in FIG. 4C). Suchlateral pivoting allows for an amount of angular displacement of thebeam 210 relative to the mounting plate 302.

Referring primarily to FIG. 4D, the rod end 404 includes anexternally-threaded portion 430 that engages an internally-threadedportion 431 of the swing link 402. Such threading engagement 432connects the rod end 404 to the swing link 402. Moreover, and referringprimarily to FIG. 4A, by adjusting an amount of threading engagement432, a distance D between the a center of the hole 414 in the swing link402 and a center of the hole 410 in the rod end 404 can be adjusted.Stated differently, the swing link 402 and the rod end 404 can berotated relative to one another to increase or decrease the amount ofthreading engagement 432 and thereby change the distance D. The distanceD may be adjusted to change a distance between the mounting plate 302and the end 216 of the beam 210. As another example, the distance D maybe adjusted to accommodate a given distance between the mounting plate302 and the end 216 of the beam 210. For example, manufacturingtolerances may result in slight variations in a distance between amounting plate 302 and the end 216 of a beam 210 aligned with thatmounting plate 302. The amounts of threading engagement 432 of theswing-link attachments 222 could be individually adjusted to accommodatethese slight variations. After the amount of threading engagement 432between the rod end 404 and the swing link 402 is suitably adjusted, ajam nut 405 can be tightened to prevent further changes to the amount ofthreading engagement 432.

FIGS. 5A and 5B are a perspective view of a fixed rod end attachment 220attached to an end of a beam and an exploded view of a fastener andbushings that connect the fixed rod end attachment 220 to a mountingplate 302 attached to a circumferential frame member 102, respectively.FIG. 5A illustrates the vertical beam (e.g., beam 208 or beam 210), butthe illustration and explanation herein are also applicable to thehorizontal beam (e.g., beam 242 or beam 244). The beam 208 comprises ahat beam 320. A mounting plate 502 is connected to theoutward-projecting flanges 320 d and 320 e of the hat beam 320. Themounting plate 502 includes a lug 504 projecting into a space betweenthe sides 320 b and 320 c of the hat beam 320. The lug 504 includes athreaded hole, and a rod end 404 is threadingly engaged in the hole.Referring to FIG. 5B, in the illustrated aspect, the rod end 404 isattached to the mounting plate 302 via a fastener 520. The fastener 520is inserted through the hole 410 in the monoball bearing 408.Optionally, a bushing 530 is inserted into the hole 410 in the monoballbearing 408, and the fastener 520 is inserted through the bushing 530.The fastener 520 also passes through holes in the clevis plates 308 ofthe mounting plate 302. Optionally, bushings 422 and 424 are insertedinto the holes in the clevis plates 308, and the fastener 520 isinserted through the bushings 422 and 424. The fastener 520 in thisaspect includes a threaded shank 522 that engages with a threaded nut526 to secure the fastener 520 in the clevis plates 308 and the rod end404. Optionally, washers 524 can be placed between the rod end 404 andthe fastener 520 and nut 526.

FIGS. 6A and 6B are schematic views of a truss that illustrate how thefixed rod end attachment 220 and swing-link attachment(s) 222 operate inconcert to support a truss 110 without imparting loads tocircumferential frame members 102 of an aircraft 100. FIG. 6A is aschematic view of a truss 110 that includes a first beam 208 with afixed rod end attachment 220 and a second and third beam 210 a and 210 bwith respective swing-link attachments 222 a and 222 b, respectively. InFIG. 6A, the first beam 208, second beam 210 a, and third beam 210 b arealigned with respective frame members 102 d, 102 c, and 102 b. In FIG.6B, the truss 110 has deflected relative to the aircraft 100 or theaircraft 100 has deflected relative to the truss 110. For example, inturbulent conditions, the aircraft 100 may flex, causing adjacentcircumferential frame members 102 to move closer together or furtherapart. In the illustrated example in FIG. 6B, the circumferential framemembers 102 have moved closer together. Because the fixed rod endattachment 220 is rigidly attached to the end of the first beam 208, thefirst beam 208 is still aligned with the first frame member 102 d. As aresult, the fixed rod end attachment 220 locates the truss 110 relativeto the first frame member 102 d. By contrast, the second beam 210 a isout of alignment with the second frame member 102 c by a first amountand the third beam 210 b is out of alignment with the third frame member102 b by a second, greater amount. As a result, the swing-linkattachments 222 a and 222 b have pivoted relative to the respectivebeams 210 and circumferential frame members 102. The first swing-linkattachment 222 a has pivoted by a first angle α and the secondswing-link attachment 222 b has pivoted by a second angle β, which isgreater than the first angle α.

As discussed above, by allowing the positions of the beams 210 to shiftrelative to the circumferential frame members 102 to which they areattached via swing-link attachments 222, forces that cause the aircraft100 to flex (e.g., forces due to turbulence or landing forces) are notimparted to the truss 110 and vice versa. Where the aircraft 100 isdesigned to flex under certain loads, allowing the structural rigidityprovided by the truss 110 to affect such flexing may be undesirable.Moreover, different aircraft configurations may have different trussconfigurations and/or lengths, resulting in different stiffnesses thatcould affect the aircraft 100 in different manners. By decoupling thetruss 110 from the circumferential frame members 102 of the aircraft100, the structure of the aircraft 100 can remain the same, even thoughdifferent trusses 110 may be used.

The swing-link attachments 222 between the truss 110 and the aircraft100 can also result in improved aircraft assembly practices. Ininstances in which a truss is rigidly mounted to the frame of theaircraft (e.g., in which a truss is not connected to the aircraft framevia swing-link attachments 222), the truss is typically assembled withinthe aircraft. To account for minor variances that occur due tomanufacturing tolerances, such a truss is entirely assembled first withthe fasteners only loosely connected. As a result, the alignment of thevarious pieces of the truss relative to the frame of the aircraft may beadjusted to accommodate any locations where there may be a slightmisalignment between matching fastener holes of the truss and aircraftframe. The fasteners for the truss are only tightened after all thefasteners are in place. As a consequence, the truss is assembled withinthe aircraft, and the systems attached to the truss (e.g., wireharnesses 112, electrical equipment 114, ECS ducts 116, and variousother systems 118 and 120) are installed after the truss is assembled inthe aircraft. As shown in FIG. 1A, such installations may be difficultbecause the truss is generally located toward the top of the aircraft,and installation personnel are working over their heads to install suchequipment. Additionally, the installation of the truss and systemsattached to the truss add time to the assembly schedule for theaircraft.

By decoupling the truss 110 from the circumferential frame members 102of the aircraft 100, minor variances in the circumferential framemember(s) 102 and/or the truss 111 can be compensated for by angulardisplacements of the swing-link attachments 222. As a result, the truss110 can be assembled outside of the aircraft 100 during assembly of theaircraft 100. Moreover, the systems that are attached can be installedon the truss 110 before the truss is moved into the aircraft. As aresult, a nearly-finished truss 110 can be moved into the aircraft 100and quickly attached to the circumferential frame member(s) 102.Furthermore, the already-installed systems on the truss 110 are ready tobe connected to other systems or portions of the systems alreadyinstalled in the aircraft. As a result, the duration of time to installa truss 110 and systems in the aircraft 100 can be reduced.

FIG. 7 is a flow chart for a method 700 for installing a truss 110 in anaircraft 100. In block 702 of the method 700, an aircraft fuselage isprovided. The provided aircraft fuselage at least includescircumferential frame member(s) 102. The nose or the tail of theaircraft is not yet assembled onto the provided aircraft at this stage.In block 704, a pre-assembled truss 110 is transported into the fuselagethrough the open nose or tail. As discussed above, the truss 110 may betransported into the fuselage with various systems (e.g., wire harnesses112, electrical equipment 114, ECS ducts 116, and various other systems118 and 120) already installed. In one aspect, the systems can beinstalled on the truss 110 when the truss 110 is positioned to allow forergonomic work conditions. For example, the truss 110 could be set in anassembly jig that allows workers to install the systems at chest levelor eye level. In block 706, an end of a first beam of the truss 110 isrigidly connected to a first circumferential frame member 102 of theaircraft 100 via a fixed rod end attachment (e.g., a fixed rod endattachment 220). As discussed above, the fixed rod end attachmentlocates the truss 110 relative to the circumferential frame member(s)102 of the aircraft 100. In block 708, an end of a second beam of thetruss 110 is pivotably connected to a second circumferential framemember 102 of the aircraft 100 via a swing-link attachment (e.g., aswing-link attachment 222). As discussed above, the swing-linkattachment allows the second beam of the truss to move relative to thecircumferential frame member 102. Optionally, additional beams of thetruss 110 are connected to additional circumferential frame members viaadditional swing-link attachments. In the above-described method 700,the truss 110 is installed in the aircraft 100 simply by coupling thefixed rod end attachment(s) 220 and swing-link attachments 222 tocircumferential frame member(s) 102 of the aircraft 100 (e.g., viafasteners 520 and 330, respectively). As a result, the duration of timeto install the truss 110 in the aircraft 100 can be greatly reduced. Byreducing the duration of time to install the truss 110 in the aircraft100, aircraft assembly time can be devoted to other assembly tasks.

The aspects described herein are related to a truss installed in anaircraft. In various other aspects, the truss could be installed inother types of vehicles, such as a bus, a train, a ship, or a boat. Invarious other aspects, the truss could be installed in anotherstructure, such as a building.

The descriptions of the various aspects have been presented for purposesof illustration, but are not intended to be exhaustive or limited to theaspects disclosed. Many modifications and variations will be apparent tothose of ordinary skill in the art without departing from the scope andspirit of the described aspects. The terminology used herein was chosento best explain the principles of the aspects, the practical applicationor technical improvement over technologies found in the marketplace, orto enable others of ordinary skill in the art to understand the aspectsdisclosed herein.

While the foregoing is directed to certain aspects, other and furtheraspects may be devised without departing from the basic scope thereof,and the scope thereof is determined by the claims that follow.

What is claimed is:
 1. A method, comprising: providing an aircraftfuselage that comprises a first frame member and a second frame member,wherein the first and second frame member are spaced apart along alongitudinal axis, and wherein the aircraft fuselage includes an openend; transporting a truss into the fuselage through the open end of thefuselage, the truss comprising: a first member and a second memberoriented along the longitudinal axis, wherein the first member is spacedapart from the second member in a first lateral direction relative tothe longitudinal axis; a first beam attached to the first member and thesecond member at a first longitudinal position along the longitudinalaxis and oriented along the first lateral direction relative to thelongitudinal direction, wherein the first beam includes a first endextending past the first member in the first lateral direction away fromthe second member; a second beam attached to the first member and thesecond member at a second longitudinal position along the longitudinalaxis and oriented along the first lateral direction, wherein the secondbeam includes a second end extending past the first member in the firstlateral direction away from the second member; and aircraft systemsequipment coupled to at least one of the first member, the secondmember, the first beam, and the second beam, wherein the aircraftsystems equipment comprises at least one of ducts, wiring bundles, andequipment boxes; rigidly connecting the first end of the first beam tothe first frame member with a first fixed rod end; and pivotablyconnecting the second end of the second beam to the second frame memberof the fuselage with a first swing-link attachment, wherein the firstswing-link attachment allows relative movement between the second end ofthe second beam and the second frame member in the direction of thelongitudinal axis.
 2. The method of claim 1, wherein the truss furthercomprises: a third member oriented along the longitudinal axis, whereinthe third member is spaced apart from the second member in a secondlateral direction relative to the longitudinal axis; a third beamattached to the second member and the third member at the firstlongitudinal position along the longitudinal axis and oriented along thesecond lateral direction, wherein the third beam includes a third endextending past the third member in the second lateral direction awayfrom the second member; a fourth beam attached to the second member andthe third member at the second longitudinal position along thelongitudinal axis and oriented along the second lateral direction,wherein the fourth beam includes a fourth end extending past the thirdmember in the second lateral direction away from the second member; andwherein the method further comprises: rigidly connecting the third endof the third beam to the first frame member of the aircraft fuselagewith a second fixed rod end; and pivotably connecting the fourth end ofthe fourth beam to the second frame member of the aircraft fuselage witha second swing-link attachment, wherein the second swing-link attachmentallows relative movement between the fourth end of the fourth beam andthe second frame member in the direction of the longitudinal axis. 3.The method of claim 2, wherein the truss further comprises: a fifth beamattached to the first member and the second member at a thirdlongitudinal position along the longitudinal axis and oriented along thefirst lateral direction, wherein the fifth beam includes a fifth endextending past the first member in the first lateral direction away fromthe second member; a sixth beam attached to the second member and thethird member at the third longitudinal position along the longitudinalaxis and oriented along the second lateral direction, wherein the sixthbeam includes a sixth end extending past the third member in the secondlateral direction away from the second member; a third swing-linkattachment pivotably connected to the fifth end of the fifth beam,wherein the third swing-link attachment is configured for attachment toa third frame member of the aircraft fuselage and allows relativemovement between the fifth end of the fifth beam and the third framemember in the direction of the longitudinal axis; and a fourthswing-link attachment pivotably connected to the sixth end of the sixthbeam, wherein the fourth swing-link attachment is configured forattachment to the third frame member of the aircraft fuselage and allowsrelative movement between the sixth end of the sixth beam and the thirdframe member in the direction of the longitudinal axis.
 4. The method ofclaim 2, wherein the truss further comprises a diagonal member thatincludes a first end and a second end, wherein the first end of thediagonal member is coupled to the second member between the third beamand the fourth beam, and wherein the second end of the diagonal memberis coupled to the third member between the third beam and the fourthbeam, and wherein the diagonal member forms non-orthogonal andnon-parallel angles with the second member and the third member.
 5. Themethod of claim 2, wherein the truss further comprises: a first diagonalmember that includes a first end and a second end, wherein the first endof the first diagonal member is coupled to the first member between thefirst beam and the second beam, and wherein the second end of the firstdiagonal member is coupled to the second member between the first beamand the second beam, and wherein the first diagonal member formsnon-orthogonal and non-parallel angles with the first member and thesecond member; and a second diagonal member that includes a third endand a fourth end, wherein the third end of the second diagonal member iscoupled to the second member between the third beam and the fourth beam,and wherein the fourth end of the second diagonal member is coupled tothe third member between the third beam and the fourth beam, and whereinthe second diagonal member forms non-orthogonal and non-parallel angleswith the second member and the third member.
 6. The method of claim 2,wherein the first lateral direction is orthogonal to the second lateraldirection.
 7. The method of claim 1, wherein the first swing-linkattachment is connected to the second end of the second beam via amonoball bearing.
 8. The method of claim 1, wherein the truss furthercomprises: a third beam attached to the first member and the secondmember at a third longitudinal position along the longitudinal axis andoriented along the first lateral direction relative to the longitudinalaxis, wherein the third beam includes a third end extending past thefirst member in the first lateral direction away from the second member;and a second swing-link attachment pivotably connected to the third endof the third beam, wherein the second swing-link attachment isconfigured for attachment to a third frame member of the aircraftfuselage and allows relative movement between the third end of the thirdbeam and the third frame member in the direction of the longitudinalaxis.
 9. The method of claim 1, wherein the truss further comprises astrut comprising a first end and a second end, wherein the first end ofthe strut is attached to an end of the second member, and wherein thesecond end of the strut is configured for attachment to another framemember of the aircraft fuselage.
 10. The method of claim 1, wherein thetruss further comprises a diagonal member that includes a first end anda second end, wherein the first end of the diagonal member is coupled tothe first member between the first beam and the second beam, and whereinthe second end of the diagonal member is coupled to the second memberbetween the first beam and the second beam, and wherein the diagonalmember forms non-orthogonal and non-parallel angles with the firstmember and the second member.
 11. A method, comprising: providing afuselage of an aircraft, the fuselage having an open end; transporting atruss into the fuselage through the open end; rigidly connecting a firstend of a first beam of the truss to a first frame member in theaircraft; and pivotably connecting a second end of a second beam of thetruss to a second frame member in the aircraft.
 12. The method of claim11, wherein the first frame member and the second frame member areoriented along a circumferential frame member of the fuselage, whereinthe first frame member is spaced apart from the second frame memberalong a longitudinal axis.
 13. The method of claim 12, wherein the firstbeam is attached to the first frame member at a first longitudinalposition along the longitudinal axis and is oriented along a firstlateral direction relative to the longitudinal axis, wherein the firstend of the first beam extends past the first member in the first lateraldirection away from the second member.
 14. The method of claim 13,wherein the second beam is attached to the second frame member at asecond longitudinal position along the longitudinal axis and is orientedalong the first lateral direction, wherein the second end of the secondbeam extends past the first member in the first lateral direction awayfrom the second member.
 15. The method of claim 12, further comprising:rigidly connecting a third end of a third beam of the truss to a thirdframe member in the aircraft that is oriented along the circumferentialframe member of the fuselage, wherein the third frame member is spacedapart from the second frame member along the longitudinal axis; andpivotably connecting a fourth end of a fourth beam of the truss to thefourth frame member in the aircraft.
 16. The method of claim 15, whereina first lateral direction is orthogonal to a second lateral direction.17. The method of claim 12, wherein the second frame member is pivotablyconnected to the second beam via a first swing-link attachment, whereinthe first swing-link attachment allows relative movement between thesecond end of the second beam and the second frame member in a directionof the longitudinal axis.
 18. The method of claim 17, wherein the firstswing-link attachment is connected to the second end of the second beamvia a monoball bearing.
 19. The method of claim 11, further comprising:coupling aircraft systems equipment to at least one of the first framemember, the second frame member, the first beam, and the second beam,wherein the aircraft systems equipment comprises at least one of ducts,wiring bundles, and equipment boxes.
 20. The method of claim 11, furthercomprising: coupling a first end a first diagonal member of the truss tothe first frame member between the first beam and the second beam; andcoupling a second end of the first diagonal member to the second framemember between the first beam and the second beam, wherein the firstdiagonal member forms non-orthogonal and non-parallel angles with thefirst frame member and the second frame member.